Latest News in Cycling
- 1. Benat INTXAUSTI ELORRIAGA, Movistar, in 5:52:48
- 2. Tanel KANGERT, Astana, at :00
- 3. Przemyslaw NIEMIEC, Lampre-Merida, at :00
- 4. Ramunas NAVARDAUSKAS, Garmin-Sharp, at :14
- 5. Cadel EVANS, BMC Racing, at :14
- 6. Franco PELLIZOTTI, Androni Giocattoli-Venezuela, at :14
- 7. Michele SCARPONI, Lampre-Merida, at :14
- 8. Rafal MAJKA, Saxo-Tinkoff, at :14
- 9. José HERRADA LOPEZ, Movistar, at :14
- 10. Carlos Alberto BETANCUR GOMEZ, Ag2r La Mondiale, at :14
- 11. Rigoberto URAN URAN, Sky, at :14
- 12. Vincenzo NIBALI, Astana, at :14
- 13. Samuel SANCHEZ GONZALEZ, Euskaltel-Euskadi, at :14
- 14. Stefano PIRAZZI, Bardiani Valvole-CSF Inox, at :14
- 15. Fabio ARU, Astana, at :14
- 16. Fabio Andres DUARTE AREVALO, Colombia, at :20
- 17. Robert GESINK, Blanco, at :23
- 18. Francesco Manuel BONGIORNO, Bardiani Valvole-CSF Inox, at 1:51
- 19. Hubert DUPONT, Ag2r La Mondiale, at 1:51
- 20. Fabio FELLINE, Androni Giocattoli-Venezuela, at 1:51
- 21. Diego ROSA, Androni Giocattoli-Venezuela, at 1:51
- 22. Giovanni VISCONTI, Movistar, at 1:51
- 23. Yury TROFIMOV, Katusha, at 1:51
- 24. Egoi MARTINEZ DE ESTEBAN, Euskaltel-Euskadi, at 1:51
- 25. Wilco KELDERMAN, Blanco, at 1:51
- DNS Maarten WYNANTS, Blanco
- DNF Taylor PHINNEY, BMC Racing
- DNF Anthony ROUX, FDJ
Beñat Intxausti (Movistar) won stage 16 of the Giro d’Italia on Tuesday in Ivrea. Intxausti won a three-up sprint from a late escape that formed after the descent from the Cat. 3 Andrate climb.
Tanel Kangert (Astana) was second and Przemyslaw Niemiec (Lampre-Merida) was third in the 238-kilometer leg.
“It’s impressive. I still cannot believe it,” said Intxausti. “I felt good on the rest day and I knew I would have good legs today. Finally I could win.”
Overall leader Vincenzo Nibali (Astana) finished in a chase group 14 seconds behind Intxausti to defend the maglia rosa with five days of racing remaining.
The 96th Giro d’Italia continues Wednesday with the 214km 17th stage from Caravaggio to Vicenza.
Meier, Pate, Sutherland make early break
A group of riders that eventually swelled to 22 surged ahead of the peloton 46km into the stage, near the base of the Cat. 1 climb of Col du Montcenis: Damiano Caruso (Cannondale); Wilco Kelderman (Blanco); Danilo Di Luca and Matteo Rabottini (Vini Fantini-Selle Italia); Darwin Atapuma and Robinson Chalapud (Colombia); Francis De Greef (Lotto-Belisol); José Serpa (Lampre); José Herrada (Movistar); Peter Weening and Christian Meier (Orica-GreenEdge); Stefano Pirazzi and Edoardo Zardini (Bardiani Valvole-CSF Inox); Jackson Rodríguez and Emanuele Sella (Androni Giocattoli-Venezuela); Gorka Verdugo (Euskaltel-Euskadi); Ramunas Navardauskas (Garmin-Sharp); Tobias Ludvigsson (Argos-Shimano); Gregor Bole (Vacanoleil-DCM); and Danny Pate (Sky).
Following the 31km descent of the mountain, the breakaway riders turned feisty. With the gap under three minutes, Sutherland and Pate attacked, with Meier bridging across. Their former companions shut the trio down after a kilometer.
The group’s advantage dropped below two minutes with 35km to go. Pate jumped free again before the final climb, with Sella and Kelderman, but there were eight riders on the front when the leaders arrived to the Andrate climb.
Behind them, Astana upped the pressured on the peloton and the leaders reached the climb less than a minute before the bunch.
Pirazzi, Scarponi, Betancur attack on the Andrate
The real fireworks fired off on the Cat. 3 Andrate climb, which peaked with 17.5km remaining in the race. The breakaway fell apart on the 6km ramp and when the road pitched up near the summit, Pirazzi was the only rider remaining on the front.
Michele Scarponi (Lampre-Merida) attacked, but Nibali closed him down. Cadel Evans (BMC Racing) followed.
Nibali and co. caught the KOM leader 1km from the top and Carlos Betancur (Ag2r La Mondiale) countered. The Colombian rode alone over the top, soon joined by Samuel Sánchez (Euskaltel-Euskadi).
Nibali aced the descent to bridge onto the two leaders with 13km to go. Michele Scarponi (Lampre-Merida) was on his tail, however, and soon the leaders were six: Nibali, Betancur, Sánchez, Scarponi, Evans, and Oscar Gatto (Vini Fantini-Selle Italia).
Sánchez continued to lead the escapees, but a big chase group was coming up from behind. In that group were Niemiec; Rigoberto Urán (Sky); Fabio Aru and Kangert (Astana); Robert Gesink (Blanco); Rafal Majka (Saxo-Tinkoff); Intxausti and José Herrada (Movistar); Stefano Pirazzi (Bardiani Valvole-CSF Inox); Franco Pelizotti (Androni Giocattoli-Venezuela); and Ramunas Navardauskas (Garmin-Sharp).
Mauro Santambrogio (Bardiani Valvole-CSF Inox) did not make the split and trailed behind, forced to pull a group of roughly 10 riders across the flat run-in to the finish.
Attacks fly for the stage win
With 9km to go, the two groups were one and Niemiec went to the front. Nibali sat up at the front of the group and Kangert jumped with 7.2km to go, Gesink following. Nibali chased back onto the leaders to shut Gesink down.
With 6km to go, Santambrogio was more than two minutes back.
Aru attacked with 5.8km to go, but it was Sánchez who took a big gap when he countered the Astana rider. Betancur chased, but Nibali and Majka closed them down.
Gesink attacked again with 3.3km to go. Intxausti, Kangert, and Nemiec followed and the group took more than 10 seconds. The Dutchman soon lost contact, however, after a mechanical. Niemiec led the leading trio into the final kilometer.
“Tangert had his freedom to play his card in the end,” said Nibali. “Also, it would have been good to eat up the finish-line time bonuses. I wasn’t attacking. I was just following the moves of the important men on the GC. Otherwise it was a good day.”
With a gap of nearly a half-minute, the leaders started eying each other on the finish straight. The chasers were coming up from behind, but the trio spent more time looking backward at each other than forward to the line.
Niemiec opened the sprint from 400 meters. He didn’t have the burst, however, couldn’t distance his rivals. Niemiec sat at the front of the group and had no answer when Intxausti opened with 100 meters to go. Looking over his shoulder the whole way, the Spaniard just held off Kangert. Nemiec came through third.
Navardauskas led the Nibali group through 14 seconds later.
Santambrogio finished 2:23 behind Intxausti and fell out of the top five overall. With his ride, Niemiec moved up to fifth overall, at 4:13.
With five days of racing remaining, Nibali leads Evans, who is second overall, by 1:26. Urán is third, at 2:46. Scarponi is fourth, at 3:53, 1:04 ahead of Santambrogio.
The Giro Rosa, the official name of the women’s Tour of Italy, released its list of teams slated to compete in the June 30-July 7 race.
Headlining the startlist is Rabo Women, which boats two-time defending champion Marianne Vos. Giorgia Bronzini (Wiggle Honda), the 2010 and 2011 world road race champion, is also confirmed.
On the provisional startlist is American Evelyn Stevens (Specialized-Lululemon), who took second in the Gracia-Orlova stage race in the Czech Republic last month. Stevens also won the U.S. time trial championship in 2010 and 2011. Last year, she captured titles at La Flèche Wallonne Féminine, Exergy Tour, Route de France, the Women’s Tour of New Zealand, and Gracia-Orlova.
Hitec Products Uck
Faren-Let’s Go Finland
S.C. Michela Fanini–Rox
Top Girls Fassa Bortolo
Chirio Forno D’asolo
Tibco-To The Top
Netherlands National team
United States National team
- With all the new single track out at Lost Valley does anyone know if they will be changing the race course this year?
- Just curious is if anyone has any rider mounted video or handheld video from past Leadbelt races. Bob Arnold has a nice video posted from a few years ago but havent seen any others.
Re-surfacing brake tracks
I have a set of Easton EC 90 carbon tubular rims that I use for ’cross. They are awesome despite being a little more than four years old and showing wear on the braking surface (they are not disc brakes). Can the braking surface be resurfaced? If so, how? Do you have any experience with this?
They’re great wheels that I am not able to replace at the moment and upgrading to discs is totally out of the question right now. It seems like ’cross can wear the surface down more than road use, so I would like to think there is a solution out there besides buying new wheels. But I am not aware of how it is all done. I would love any advice you could give!
It had never occurred to me before to even think of doing such a thing. I am very interested to know as well and did some research on it. Unfortunately, the brake track cannot be resurfaced, if you mean by adding material, by any of the manufacturers I’ve contacted. Their responses are below. I also asked carbon-fiber repair firms, and only one of them would do it, and the others offered reasons for not doing so. See those responses below as well. If you were to somehow resurface it, I’m certain that it would void any manufacturer warranty you might have on the wheel.
Inherent in high-performance rims is the design concept for minimum wall thickness that will provide a “reasonable” life span. Unfortunately, this means that there is no additional sacrificial material that could be machined off in a resurfacing operation. In theory, ceramic could be deposited on the worn surface, and then ground smooth. As you may recall, I laminated a ceramic layer onto the surface of the carbon during the molding process (it was a production product for Lew rims), and also experimented with ceramic that was deposited after molding, and then ground smooth (never a Lew production process). For reasons not pertinent to this topic, neither is ideal as a current state-of-the-art solution for a new/production rim, however with significant resources (more cost than the cost of a new rim), a ceramic compound could be deposited to the braking surface of a worn rim and then ground smooth. This would be a solution/process for resurfacing a worn braking surface on a carbon rim.
Reynolds manufactures a ceramic brake track rim that is sold under the brand Pacific Rims, and it is sold as an OEM product to certain customers who request this brake track. The reason we do this is to avoid the hassle of needing to use a special brake pad. The ceramic makes the braking surface super durable and although it’s not marketed as a CX product, it would work well for that application. The down side of this rim is that the braking is not optimized for stopping power or heat-resistance, and it does not perform as well as our CTg laminate with the Cryo-Blue pad. It would, however, solve the problem Dan has experienced associated with CX use.
— Paul Lew
Director of Technology and Innovation Reynolds Cycling, LLC
I can only speak for ours, officially. But they cannot. Most brake track surfaces, ours included, are integrally constructed and are not capable of being deconstructed to resurface them.
— David Ripley
Technical PR Manager
Zipp Speed Weaponry
From DT Swiss:
On the record, we do not recommend “resurfacing” of our carbon braking surfaces due to all of the variables involved. Especially given the brake track is both a structural and functional part of the rim. This is because we simply cannot vouch for the quality, materials used or the experience possessed by the facility or technician on a repair in the field.
— Matthew McClendon
DT Swiss, Inc.
No, there is not a process that can add material to a brake track after it has worn away. I mean, you could do it, but the structure just wouldn’t be there.
Riders would do best to just ensure they keep their pads fresh and clean/clear of debris.
— Jake Pantone
Marketing and Sponsorship Manager
During normal use, the carbon on the brake surface will wear. This typically takes longer than with aluminum if the correct pads are used, however weather has a big effect on the duration. There is no process for resurfacing the braking area of a carbon tubular or clincher rim.
— Adam Marriott
Product Manager, Easton Cycling
From Mad Fiber:
No one has commercialized brake surface renewal on carbon rims. Partly it’s the obvious trend we haven’t yet outgrown, that carbon rims should be extra light. So damage befalls them usually before brake track failure. Also, many carbon rims outlast the equivalent aluminum for braking, so the incentive is weaker. But probably the strongest trend is obsolescence. We’re learning so much, several year old carbon rims are relics. This won’t always be as the technology matures.
Today, there’s no agreement on resin systems for carbon bike equipment and that chemistry is key. Various systems are not compatible for a dozen reasons. You’d have to know everything proprietary about the original system to succeed. The very fact of widespread, successful carbon frame repair shows how much less is expected of them (gram for gram) compared to wheels and rims. You can often just layer it on thoughtfully and without regard for any thermal events. And the resulting weight increase is acceptable.
But I still dream of some sort of plasma/ceramic paint that fixes the worn brake track. We’ll probably all be switched to disks before that comes around.
— Ric Hjertberg
Founder, Mad Fiber
I am assuming by “resurface” he means sanding down or otherwise abrading the existing surface to make it smooth again, since laminating a composite to an existing structure is beyond the experience of the average person.
The brake surfaces are intended to accommodate wear due to the natural abrasion of the brake shoes. For the most part, this wear is imprecise, so the laminate of the brake track is constructed with the knowledge that wear will occur. So it stands to reason that controlled wear, in this case intentionally resurfacing the brake tracks (by sanding them down), shouldn’t be any worse than brake shoe wear. But there are limitations.
Carbon fiber does not have good abrasion resistance, so the brake track area typically has a non-carbon fiber scrim (typically fiberglass) as its top surface. When you wear through this layer, your rim’s days are numbered. Also, any layup requires overlap of the plies, so in some areas of the brake track the abrasion layer scrim will be twice as thick where layers overlap. When you start to wear through the scrim, there will be areas of the brake track that are worn down to the carbon fiber, and other areas that are still scrim. The friction of the different materials will also be different, which could be one of the reasons that the user is experiencing uneven braking. So in this case, refinishing means removing all the remaining scrim so that the only thing that remains is the carbon.
At some point, the brake track is simply worn too thin, and the wheel is done. This situation is no different for an alloy rim. Also, at some point the rim is simply worn out, and needs to be replaced.
— Brad Hunter
Answers from carbon fiber repair professionals
From Calfee Design:
Generally, no. Rims have the potential to become heated beyond the glass transition temperature of the epoxies we can use for repairs. This would cause the material to become soft and gum up the brake pads, potentially locking up the wheel, causing an accident. Having said that, a person could resurface it with epoxy but make sure to never let the rims get too heated while braking. Best to transfer the fancy rims to a disc compatible hub and never use rim brakes on them again. One should not use rim brakes on carbon rims unless you are prepared to replace them when worn out.
— Craig Calfee
Founder, Calfee Design
From Broken Carbon:
Unfortunately I can’t. I don’t know anyone that can, as a matter of fact. It’s just too hard to get the width uniformity required for consistent braking.
— Brady Kappius
Founder, Broken Carbon
From Spyder Composites:
Yes we do/have, but only if we can’t talk the customer into a new set of hoops through their LBS. The way I see it, if the owner is experiencing brake wear problems he is using the wrong pads, the wrong rims, or the equipment is past its useful life and he/she needs to treat themselves to a new set of wheels.
We do have a device similar to a truing stand we use to machine the brake surface before and after we coat the rim.
— Frank Moir, Owner
From Ruckus Components:
We used to offer this as a service but don’t anymore. It just turned out to be too much work on our end.
— Shawn Small
Disc/caliper brake combo
With the trend toward disc brakes on road bikes, why bother with a disc on the rear? It would make carbon rims without special braking surfaces possible, but isn’t the vast majority of stopping power in the front? With front disc and rear caliper, people could retrofit existing bikes just by replacing the fork.
You could run a standard rim brake on the rear and a disc on the front. That’s how mountain bikes used to be when disc brakes first came out — a V-brake on the rear and a disc brake on the front. Then you only buy one wheel, one brake, and the fork.
Feedback: Avoiding derailleur hanger damage when shipping a bike
After having a handful of occasions where my hanger has been bent despite removing the derailleur, I leave the derailleur on the hanger but remove the hanger/derailleur combination from the frame. This eliminates the need to carry a DAG in your box.
Feedback: Anti-seize lube
I read about your pet peeve regarding copper-based anti-seize. I’ve been using moly-based engine assembly lube where anti-seize lube is needed. It works great and doesn’t have issues with copper flakes like other anti-seize compounds. You can pick some up fairly cheap at most auto parts stores.